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LM1/LC-1 – Installation and Tuning Guide Apexi™ Power FC Dataloggit™ Logger 13B Turbo Rotary And Other Applications Justin Baltrucki LM-1 Installation and Tuning Guide Apexi™ Power FC Dataloggit™ Logger 13B Turbo Rotary And Other Applications Copyright © 2006 Justin Baltrucki All rights reserved First published Dec 8, 2006 Disclaimer: Information in this document has not been verified. Use at your own risk. Incorrectly Adjusting the Electronic fuel injection system can cause severe engine damage. The author assumes no liability for any damages associated with the use of this information. Credits: Portions of this document show screenshots from Innovate Motorsports LM1 configuration software, as well as screenshots from the dataloggit FC-Edit software interface.Apexi is a registered trademark of Apexi USA Co. Ltd LM1 is a registered trademark of Innovate Motorsports. Dataloggit is a registered trademark of Dataloggit NZ Acrobat Reader is a registered trademark of Adobe Systems Incorporated. Microsoft Windows is a registered trademark of Microsoft Corporation. All other trademarks belong to their respective owners. LM-1 Installation and Tuning Guide – Apexi PFC - Dataloggit 1. LM-1 Install Description This Tutorial will provide instructions for the wiring, programming and integration of the Innovate LM1/LC-1 with an Apexi Power FC equipped with a Dataloggit logger. It will also cover the data ...

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LM1/LC-1 – Installation and Tuning Guide
Apexi™ Power FC
Dataloggit™ Logger
13B Turbo Rotary
And Other Applications


Justin Baltrucki

LM-1 Installation and Tuning Guide
Apexi™ Power FC
Dataloggit™ Logger
13B Turbo Rotary
And Other Applications


Copyright © 2006 Justin Baltrucki
All rights reserved
First published
Dec 8, 2006









Disclaimer:
Information in this document has not been verified.
Use at your own risk. Incorrectly Adjusting the Electronic fuel injection system
can cause severe engine damage. The author assumes no liability for any
damages associated with the use of this information.


Credits:
Portions of this document show screenshots from Innovate Motorsports LM1
configuration software, as well as screenshots from the dataloggit FC-Edit
software interface.
Apexi is a registered trademark of Apexi USA Co. Ltd
LM1 is a registered trademark of Innovate Motorsports.
Dataloggit is a registered trademark of Dataloggit NZ
Acrobat Reader is a registered trademark of Adobe Systems Incorporated.
Microsoft Windows is a registered trademark of Microsoft Corporation.
All other trademarks belong to their respective owners. LM-1 Installation and Tuning Guide – Apexi PFC - Dataloggit
1. LM-1 Install
Description
This Tutorial will provide instructions for the wiring, programming and integration of the
Innovate LM1/LC-1 with an Apexi Power FC equipped with a Dataloggit logger. It will
also cover the data logging instructions, data processing and guidelines for modification
of the injection maps. This guide will not cover the physical installation of the sensor in
the exhaust system. Details for this are covered in the product manual. Data logging
rdand tuning will be performed with deactivation of the O2 feedback control on a 3
generation Mazda RX7. For this you can replace the factory O2 sensor with the LM-1
sensor. Please refer to manufacturer’s manuals for details, warnings, and other
specific information.

Dataloggit Analog Input Connections
The Dataloggit has up to 4 analog inputs. To reduce errors associated with electrical
noise, and offsets in the grounds, it is best to connect the LM-1/LC-1’s analog signal to
AN1, and connect the LM-1/LC-1’s Ground to AN-2. In the case of the LC-1, you will
need to ground both the system and the analog ground wires (white and green) to the
AN-2 and the Heater ground (red wire) to the Power FC’s ground.
Both the LM-1 and LC-1 have 2 configurable analog outputs, either of these outputs can
be configured to output to the Dataloggit. On the LM-1’s analog output cable red is
analog output 1. white is analog output 2, and the remaining wire is the ground. The LC-
1’s yellow wire is analog output 1 and brown is analog output 2.
When configured the signal will be the difference between AN1, and AN2. You will lose
an additional input however; you will improve the resolution of the signal and remove
errors associated with the ground. If you do not have available open inputs, you can use
the 0V as a common ground, and any AN input for the power.


Figure 2. Dataloggit Analog Input Connections
Programming the Analog Output
The LM-1/LC-1 can be configured to output a linear 0-5 volt signal in proportion
to the recorded air fuel ratio. It is best to configure the output in the useable
range for a turbo rotary engine. Air fuel should not be outside of the 9 – 16:1
AFR. This section details configuration of the analog output.
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1. Connect the LM-1 or LC-1 to the computer.
2. Turn power ON to the LM-1/LC-1.
3. Open the LM Programmer software application.



4. Click on the “Analog Out 1” or “Analog Out 2” tab. Make sure you program the
appropriate analog output which you wired.
5. Select “use air-fuel-ratio” option.
6. Set the “Analog Out 1” to the following:
a. 0 Volts at AFR: 9.0
b. 5 Volts at AFR: 16.0
7. Click the “Program” button to program these values into the LM-1/LC-1.

Please refer to the manual for further details on programming the LM-1/LC-1.


2. Configuring FC Edit to read the Analog Output
To properly interpret the analog output the FC Edit software for the dataloggit has to be
configured to the same 0-5 volt signal as the LM-1/LC-1 output.

1. Open the FC-Edit Software
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2. Select - Setup – Auxiliary


Figure 4. Select Auxiliary

The auxiliary menu is shown in figure 5. Depending on how you connected the
Analog output to the Dataloggit there are two possible configurations. If using AN1
for the power wire and AN2 for the ground, select Delta AN1 – AN2. Then enter in
the numbers for Voltage and Value in the upper left section for AN1 – AN2. Change
the name to Wideband, and the units to A/F. (The configuration will match figure 5).
If using only AN1 do not select any boxes, and enter the values and the name for
AN1.


Figure 5. Configured AN1 – AN2 Analog Input



Logging Data Using the FC – Edit software and Map Watch

1. Power the LM-1/LC-1
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2. Turn the car to the power on position
3. Connect to the Dataloggit using the serial port connection (more details on this
are available in the Dataloggit Manual.) Open the FC-Edit program to connect to
the ECU.
If an error message “interface not responding” is displayed key the car off and on
and try again.
4. To prevent the Factory O2 sensor from interfering with the injection map it is best
to turn off the O2 feedback. This is also necessary if the factory O2 sensor has
been removed and replaced with the LM-1/LC-1 Wideband. In the FC-Edit
program go to the settings 1 tab. Click the function select #4 “O2 F/B Control” to
turn off O2 feedback.


Figure 6. Settings 1 Tab – O2 Feedback Deactivation





5. Next, select - Window - “MAP WATCH”
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Figure 7. – Window map Watch

The map watch will open in another window. It is a 20 x 20 grid configured like the fuel
tables in the FC edit. There are several important features of the map watch that must
be configured to properly log the data.


Figure 8. Map Watch Window

6. In the left pull down menu – scroll down to the input you would like to log. For
AFR monitoring this with either be AUX AN1 Wide Band, or AUX AN1 – AN2
Wide Band (Depending how this was wired and configured)
7. The next pull down menu allows you to select Min/Max/Average/Num. The first
three are just what you think they are. Average is best because there can be
erroneous data from throttle transitions. The NUM is simply the number of data
points collected. This will be explained later. Set this window to Average
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8. The next section to the right labelled (hold off mSec) is an important feature. If
you are making a rapid transition through a cell then the data is not very useful. If
you do not stay in a particular cell for 20 milliseconds then it will not record a data
point. I have found that 20 mSec works well. You can experiment with this
number depending on what kind of operating conditions you intend to monitor.
Leave this at 20 mSec to start.
9. The next section “max Val” is where you can set the max value you intend to
view. For AFR the max value is 16, make sure you set this value 16 or higher.
10. Notice in the 20x20 grid that the upper left hand section is red and the cell has a
border. This is the map tracer. This will highlight the cell that you are currently
operating in. (with the car off it’s the upper left). To activate this map tracer go to
View and select map trace, and Ghost.

Figure 9. View - Map Tracer and Ghost
11. Start the Car and allow it to warm up to operating temperature. Cold start-up
enrichment will give false rich data when logging.
12. Start the logging by selecting Log – Start or by pressing F1

Figure 10. Log – Start
The log should highlight the cells that you are operating in the idle range, and will
fill in the table with the AFR numbers. If the logging does not work you may need to
check the monitor window to make sure that you are logging all the data needed. In the
map watch go to – Window – Monitor. The monitor window will appear and display all
inputs to the ecu. Select the boxes circled in red to log all data.

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Figure 11. Monitor Window

13. With the Map Watch working and the data logging, now is a good time to verify
that the logged data matches the AFR displayed on the LM1. If the numbers do
not match, verify your electrical connections, and repeat the procedures above.
When the logged data matches the Drive the car around to collect data. Try to
use smooth pedal inputs with varying RPM and boost levels to fill in all the data.
Avoid engine braking and rapid throttle inputs as this can record bad data points.
rdHolding a constant throttle position from low to high RPM is best. Using 3 gear
and higher is best as you spend more time in each cell and collect smoother
data. After driving for a while the data should look like figure 12. If you have
selected “ghost” then the data fields will be highlighted in red.


Figure 12. Map Watch With logged AFR

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Now that you have successfully logged the data, there are a few things you should
know about the data.
Saving Data –
It is important to save the data periodically to make sure that you do not lose the data. It
is also important to make sure that you stop logging and restart logging after making
any changes to the injection map in the ECU. With averaging the data, it will take some
time for averages to clean out the old data.
Engine Braking –
Rows P1, P2, and even part of P3 can be corrupted by engine braking. When lifting the
throttle during engine braking, the ECU does not inject any fuel. The engine is
effectively an air pump and the AFR will be off the scale lean. This is normal, however
the data collected during engine braking is useless and often causes users to add and
add fuel to try to correct this.
Missfires –
When an engine miss-fires it will pump unburnt fuel and fresh air into the exhaust
system. Because the Air fuel ratio is actually measured by an oxygen sensor, this
shows up as a lean mixture due to the excess of oxygen. This will often show up on the
LM1 display as a dancing AFR reading from rich to lean. On the logging this will be
averaged out, so you won’t see it. If you have misfires in a particular area, do not use
the logged data at face value.
Erroneous Data –
While logging, blipping the throttle, rev matching shifts, or engine braking can give bad
data in various spots on the map. If there is an odd air fuel reading surrounded by
reasonable numbers there is a good chance that it could be a bad number. To help
identify these bad numbers the map watch has an option that let’s you view the number
of data points that were collected in a particular cell. In step 6 we set the logging to view
the data. If we select NUM instead of average it will display the number of data points
collected in that cell. If only 1 point was used to generate the data and the data is
strange, it’s likely a bad data point. It is still a good idea to check the injection maps to
see if there is an unreasonable dip or spike in the numbers in that cell.
Data Interpolation –
While driving, the car does not really run in any one particular cell. The car will run in
between two or more cells. The ecu uses linear interpolation to calculate the values that
the ECU should use to run the car. If you have a high value in the injection map it will
tend to add fuel to the cells around it. For this reason tuning is a lengthy iterative
process that requires several sessions of data collection and manual smoothing of the
injection maps. After running some logging sessions and making changes based on
AFR, go back to the MAP and look for strange spots in the MAP. Look for high values
surrounded by low values, or dips in the curve. The fueling should increase with Boost,
and should generally increase with RPM near the torque peak of the engine, and then
drop off slightly.
Data Processing –
With all the data in the 20 x 20 grid it is very tedious to change all of the points in the
injection map. It is best to use a spreadsheet to process the data automatically, and
then paste the changes into the injection correction map. Using a spreadsheet to
process the data can often get the air fuel ratio within 5% in just a few logging sessions.
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